Can a Unified European Airspace Solve Air Traffic Control Issues and Cut CO2 Emissions?

For airlines grappling with the challenge of balancing carbon emission reductions with the goal of maximizing profits from increasing passenger numbers, one major frustration has emerged: the air traffic control systems that manage Europe's airspace.

Years of disruption from strikes in Europe, which have frequently upended peak season schedules, turned into anger last year when a glitch in the UK's National Air Traffic Services (Nats) system caused widespread flight cancellations, leaving airlines to bear the cost of the chaos. Another persistent issue for airlines is the inefficiency of a system that manages European airspace based on national borders below.

Sebastian Ebel, the CEO of Europe's largest travel company, Tui, told the BBC this week that his company has calculated it could reduce emissions by 10% if there were an "effective flight organization over Europe." Ebel told BBC Radio 4, "A decision is needed to have a single European sky." Willie Walsh, head of the International Air Transport Association (IATA), also suggested that a single operator could cut CO2 emissions from flying by about 10% "almost overnight."

A unified airspace would allow for more direct flight routes from takeoff to landing. Currently, there is a fragmented patchwork of national airspaces managed by numerous operators. Andrew Charlton, managing director of Aviation Advocacy, notes, "The US, Canada, and Australia have single air traffic control agencies for their vast areas. In Europe, there are 43."

The concept of a unified airspace has been around nearly as long as the EU itself. It began to take shape a quarter-century ago with the creation of the Single European Sky (SES) initiative in 2004. Eurocontrol, established in 1963 to coordinate national air traffic management, was tasked with further integration.

The initial plan aimed to create Functional Airspace Blocks (FABs), but, according to Charlton, "states organized themselves into traditional, historical blocks." These blocks mirrored historical ties rather than practical flight paths, with Britain's block extending only as far as Ireland. "We have different cultures, and that's what makes Europe so interesting," Charlton says. "But there's no reason why this needs to be the case at 32,000 feet."

Nation states, however, prioritize security and cling to sovereignty, especially over military airspace. The second reform package faced setbacks, partly due to disputes between Britain and Spain over Gibraltar airport.

Post-Brexit, the EU advanced a revised SES 2+, moving towards closer integration. However, a March agreement was criticized by Walsh as a "failure and a grubby deal." Achim Baumann, policy director at the airline trade body A4E, describes it as "a baby step towards real improvement," noting that expected improvements in state coordination were not fully realized.

EasyJet CEO Johan Lundgren asserts, "This has been a long time coming. We estimate that on EasyJet's network alone, we could save between 10% and 15% of carbon emissions because we're not flying efficiently or at the correct altitude. This needs to change."

While the benefits for airlines are clear, the practical reality is complex. Air traffic controllers emphasize that airspace is critical national infrastructure and has faced political, local, and logistical challenges. For instance, the UK's Civil Aviation Authority recently announced a new stage in its airspace modernization plan, now projected for 2040, after starting seven years ago. Thomas Woldbye, CEO of Heathrow, calls for accelerated modernization across Europe and the UK, likening airspace management to a railway system that is crucial for aviation.

Instead of a streamlined, high-speed air network, Europe's airspace remains a patchwork of connected branches, managed by various systems. New aviation minister Mike Kane recently described Britain's system as "an analogue airspace in a digital age."

Technological advances have made it possible for any state to manage flights over another's airspace remotely, as seen with virtual control towers at airports like London City. However, trust levels are still low among nations.

The SES has slightly reduced borders, with a new frictionless airspace block joining Benelux countries and northern Germany last November, according to Eurocontrol. Woldbye notes, "SES has definitely helped, but we still have 10% or more flights not taking optimal routes. We face congestion in areas where there shouldn't be, due to insufficient resources and airspace structured by national rather than EU lines."

Air traffic experts question whether airlines, which are numerous and competitive, truly believe that a single service provider would be ideal, even if technically feasible. Legal and political issues loom large.

Tanja Grobotek, director of European affairs for Canso, a global air navigation service provider body, says, "Airlines would love to see French control of UK airspace, but that's not going to happen. Realistically, airlines might wish to be the sole customers of airspace, but other users exist."

With various aircraft types, including cargo planes, private jets, drones, and potentially flying taxis, vying for airspace, the military remains a key player. The Ukraine invasion has intensified sensitivities and air traffic issues in Europe. Flights across the continent, and those heading to Asia, now avoid Ukraine and Russia, increasing congestion. NATO exercises in response to the Russian threat have also led to significant airspace closures.

The political complexities of further integration are significant. Air traffic controllers and service providers are paid differently across Europe, and the sector generates billions in fees annually. Nats alone earned £807 million from UK airspace last year. While some speculate that AI might reshape the industry, air traffic controllers, particularly in France, still wield considerable industrial power.

This year's pre-Olympics deal has kept French strikes to a minimum, but weather-related delays and congestion continue to rise, with air traffic issues up nearly 50% year-on-year. Lundgren, exasperated, states that the need for reform is "more apparent than ever."

Even if the promised SES never fully materializes, improved technology could deliver many benefits. Air traffic services providers estimate potential carbon savings of 6-7% rather than 10-15%. Grobotek adds, "You can achieve seamless flying across Europe without a single provider or without states relinquishing sovereignty. However, you need to consider what's best for the entire system, not just individual airlines."